JP2002516210A - Vehicle headliner made of thermoformable thermoplastic foam sheet - Google Patents

Abstract

The disadvantages of current vehicle headliners are that they are expensive and difficult to effectively recycle, due to expensive component materials and complicated manufacturing methods. The headliner comprises a thermoformed core layer, the core layer comprising one or more adjacent layers of extruded thermoplastic foam and optionally substantially non-foamed thermoplastic. But is substantially free of thermosetting materials, preferably free of glass / fiberglass mats or scrims. The core layer, when installed on a vehicle, substantially resists deflection and can substantially maintain its shape. A modifying layer, such as a felt or fabric layer, is preferably laminated to the core layer.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

TECHNICAL FIELD OF THE INVENTION

The present invention relates to a vehicle headliner (vehicle ceiling lining) having a thermoformed core layer of thermoplastic foam. The core layer and headliner are
Even when installed on vehicles, even at high temperatures, their shape and contour can be substantially maintained.

[0002]

2. Description of the Related Art

The headliner is a laminate that is applied to the underside of the vehicle cabin roof. Headliners serve a variety of purposes, including shock absorption, aesthetics, thermal insulation and acoustic insulation. Headliners used in industrially produced vehicles are relatively complex and require high technology, depending on the physical requirements and environmental conditions to which the headliner is exposed. The headliner must have sufficient stiffness to prevent buckling due to gravity, but be flexible enough to be fabricated and / or thermoformed and installed. The headliner will also be part of an overall shock protection system that provides some shock absorption in the event of sudden contact by passengers in the cabin. The headliner must also be able to withstand the high temperatures that occur when the vehicle is exposed to solar heat. The headliner must also be capable of being shaped into a desired shape, structure or profile.

[0003] Headliners currently used in industry are generally comprised of a plurality of polyurethane foam and glass / glass fiber mats or scrims bonded together by a polyurethane adhesive and pressed together under heating to the desired shape and profile. Formed by the following layers. The felt or fabric is generally applied to the headliner on the surface that will face the interior of the cabin. A representative headliner is disclosed in US Pat.
Nos. 5,058,256, 5,582,906 and 5,670,211 which are incorporated herein by reference.

[0004] The disadvantages of current industrial headliners are numerous. They are costly due to expensive component materials and complicated manufacturing methods. Thermosetting adhesives, such as polyurethane adhesives, are expensive and require multiple steps, time consuming application and curing methods. Reinforcing fabrics or scrims of glass, fiberglass, carbon or other materials in fibrous form and polyurethane foam sheets must also be interspersed with the thermosetting adhesive in a layered arrangement. These reinforcing materials are expensive and require multiple steps to be incorporated into the product along with the thermosetting adhesive. Furthermore, component materials and final headliner products are usually difficult, if not impossible, to effectively recycle.

It is desirable to have a headliner that is made of cheaper component materials and that can be assembled by less complex and less expensive manufacturing methods. Additionally, it is also desirable to have a headliner that provides performance characteristics and properties similar to those provided by a headliner using a thermoset and a reinforcing fabric or scrim. It is also desirable that the headliner and / or its component materials be easily recyclable.

[0006]

[Means for Solving the Problems]

According to the present invention, there is a vehicle having an improved headliner. The vehicle has a cabin therein and a roof located overhead of the cabin. The headliner is located adjacent to the lower surface of the roof. The headliner consists of a thermoformed core layer.
The core layer consists of an extruded thermoplastic foam and one or more adjacent layers of an optionally substantially unfoamed thermoplastic. The core layer is substantially free of thermosetting materials, preferably free of glass / fiberglass mats or scrims. The core layer substantially resists deflection when the headliner is installed in a vehicle and can substantially maintain its thermoformed shape. A decorative layer, such as a felt or fabric layer, is preferably laminated to the core layer.

Further in accordance with the present invention, there is a method of assembling or manufacturing a headliner and installing it on a vehicle. The method comprises the steps of: a) providing a thermoformable core layer consisting of an extruded thermoplastic foam and optionally one or more adjacent layers of a substantially unfoamed thermoplastic resin, wherein the core layer is substantially B) thermoforming the core layer by applying heat and mechanical pressure thereto, wherein the headliner is substantially free of thermosetting materials and substantially resists deflection and substantially maintains its shape; C) disposing a headliner adjacent the lower surface of the roof. Preferably, the decorative layer is laminated to the surface of the core layer that will face the interior of the cabin. The decorative layer can be laminated to the core layer either before or after thermoforming the core layer.

FIG. 1 is a fragmentary perspective view with a partial cross section of a vehicle having a headliner. FIG. 2 is a side view of the cutterway portion of FIG. 1 showing the vehicle roof and headliner. FIG. 3 is a fragmentary perspective view of a vehicle roof having a headliner in which the headliner is indicated by a cutterway. FIG. 4 is a fragmentary perspective view of a vehicle roof having a headliner in which the headliner is indicated by a cutterway. FIG. 5 shows a portion of the headliner having a foamed portion and a non-foamed portion. Figures 6-11 show some configurations of parts of the headliner assembly.

[0009] A headliner offers a number of advantages that are not known to those skilled in the art for only one headliner. These advantages are largely related to the thermoformable core layer present in the headliner. These advantages include the following. The headliner is easily thermoformable to the desired shape, configuration or contour; the headliner is sufficiently well-formed even when exposed to the high temperatures normally encountered by vehicles in conditions of hot weather and / or direct sunlight. Rigid to prevent deflection and substantially maintain its shape; the headliner preferably comprises a relatively inexpensive recyclable thermoplastic. The headliner provides good cushioning against head hits and exhibits good sound and heat absorption.

[0010] The core layer of the thermoplastic foam of the present invention offers significant advantages over other foam layers taught in the prior art as being useful in headliners. U.S. Pat. No. 5,670,211 discloses a headliner having a flexible or semi-rigid foam sheet of polyurethane foam which is treated with a polyurethane adhesive and molded into a headliner. The patent also discloses that other foam sheets of PPO, expanded polystyrene and expanded polypropylene can be converted to polyurethane foam. The core layer of the present invention is advantageous over the teachings of this patent in that it is substantially free of thermosetting adhesive and is more easily recyclable. A core layer of extruded thermoplastic foam is also more easily thermoformable than polyurethane foam, is generally stronger at a given density than expanded (bead) foam, and is more rigid than polystyrene foam. Shows high thermal strain resistance. U.S. Pat. No. 3,637,458 discloses a very thin extruded polypropylene foam sheet which has been described as being useful in a laundry list of applications, including applications as a headliner. This patent does not teach the function of the disclosed polypropylene foam sheet or the structure of this headliner. The foam can serve as a cushioning backing for different functions or decorative fabric layers in the headliner, for example, to provide structural and mechanical performance. U.S. Pat. No. 5,536,793 discloses polyester foams that are described as useful for many applications, including headliners. The teachings of this patent are inadequate for the same reasons as in US Pat. No. 3,637,458.

The figures illustrate aspects of the present invention. In FIG. 1, the vehicle 10 includes a roof 12, a cabin 14,
And a headliner 16. FIG. 1 shows a cutterway along a circular dotted line 2-2 corresponding to the cross-sectional side view seen in FIG. FIG. 2 shows a roof 12 having a headliner 16 adhered or adhered thereto. The headliner 16 comprises a conventional extruded thermoplastic foam 20, an adhesive layer 22, and a fabric layer 24. FIG. 3 illustrates another embodiment of a roof / headliner combination. In FIG. 3, there is a headliner 30 adhered or adhered to a vehicle roof 32. The headliner 30
Consists of extruded and coalesced strand thermoplastic foam 34 and fabric layer 36. In the headliner 30, the strands are oriented substantially perpendicularly and substantially perpendicular to the plane of the roof 32. FIG. 4 illustrates another embodiment of a roof / headliner combination. In FIG. 4, the headliner 4 adhered or adhered to the vehicle roof 42.
There is 0. The headliner 40 comprises an extruded and coalesced strand thermoplastic foam 44 and a fabric layer 46. In the headliner 40, the strand is
It is oriented substantially horizontal and substantially parallel to the plane of the roof 42.

[0012] Adhesives known to those skilled in the art can be used to bond the various layers of the headliner together or to bond the headliner to the roof of an automobile. Useful adhesives include thermosetting adhesives such as polyurethane resins and epoxy resins, and thermoplastic adhesives such as polyethylene, polypropylene, ethylene copolymers; propylene copolymers and the like. Useful adhesives are described in U.S. Patent Nos. 5,460,870 and 56
No. 70211. The adhesive can be applied by any means known to those skilled in the art, for example, by spraying, coating or in the form of a film. Preferred adhesives are thermoplastics due to their low cost and recyclability. The presence of the adhesive is not essential to the invention. Foams are closed cells or open cells.
The open cell content is measured according to ASTM D2856-A. Closed cell foams offer the advantage of better thermal insulation and resilience, and open cell foams offer the advantage of better acoustic insulation, dimensional stability and heat transfer during thermoforming.

The thermoplastic foam preferably has a density before thermoforming of about 16 to about 200 and more preferably about 16 to about 80 kilograms per cubic meter. The foam preferably has an average cell size of from about 0.1 to about 5.0 and preferably from about 0.2 to about 3.0 millimeters according to ASTM D3576. The indicated foam density and cell size ranges are generally present for thermoplastic foams. The most preferred density and cell size ranges will vary depending on the foam composition and the desired physical properties. For example, foams can typically be made more rigid by increasing density or cell size. Particularly desirable foams are those of propylene polymers, polyesters and polyamides having a density before thermoforming of about 16 to about 160 kilograms per cubic meter and preferably about 24 to about 100 kilograms per cubic meter.

[0014] The thermoplastic foam is preferably extruded as an integral structure, but may also be extruded by any means known to those skilled in the art, such as a thermal welding or adhesive layer, to provide two or more relatively thin thermoplastic foams. It can be formed by laminating the sheets together. The foam must be resistant to thermal distortion and must be dimensionally stable at the high temperatures normally encountered on vehicle roofs due to sunlight heating. The foam preferably exhibits a dimensional stability of less than about 5% and more preferably less than about 1% with respect to both expansion and contraction according to SAE 883. The foam may be made of any cross-sectional size or form, such as a sheet or flat sheet of foam. Particularly useful foams are those having a small cross-section (thickness) dimension of 1.5 mm or more, or more preferably 3 mm or more.

[0015] One or more layers of decorative material, such as felt or fabric, are applied to the interior of the cabin or to the surface of the headliner facing the interior cabin to provide an aesthetic appearance. The layers are of any type known to those skilled in the art. The most typically used in industry are felts or woven fabrics. Useful fabrics include those of woven polyester, nylon and polypropylene fibers. Preferably, the felt or fabric layer can be adhered to the foam by any means known to those skilled in the art, such as hot welding, an adhesive film or an adhesive liquid or coating. A preferred modifying layer is a woven fabric of thermoplastic fibers that is thermally welded to the core layer without the aid of an adhesive. Hot welding refers to heating the fabric layer to an extent that the fibers become tacky and can adhere to the core layer without the aid of an adhesive. The fabric layer can be applied to the core layer during thermoforming or can be thermally welded to the core layer if the core layer is otherwise hot.

Preferred headliners consist solely of recyclable materials. Useful recyclable materials include propylene polymers such as polypropylene; high density polyethylene; polyesters such as polyethylene terephthalate; and polycarbonate. Most preferred headliners consist only of recyclable materials of similar composition such that they can be recycled together. For example, the headliner may be any of the following: A laminate of a propylene polymer foam and a woven polypropylene fabric layer; a laminate of a polyethylene terephthalate foam and a woven polyethylene terephthalate fabric layer; or a polyamide (nylon) foam and a polyamide fabric layer. If desired, different recyclable materials can be used together as follows. a) lamination of a propylene polymer foam with a woven fabric layer of polyester or polyamide, and b) lamination of a polyester foam with a woven fabric layer of polypropylene or polyamide.

The foam can be easily thermoformed into a desired shape, form or contour. In general, the foam and the rest of the headliner are of substantially the same shape, form or profile as the vehicle roof because the headliner is located below the roof. The term “thermoformable” means that the foam is thermoformed or otherwise shaped under different thermal or mechanical pressures by any conventional means well known to those skilled in the art. Means that. Generally, the foam is provided in the form of a substantially flat sheet or slab and is pressed under heat and pressure to form a sheet similar in shape and contour to the roof of the underlying vehicle. I do. If desired, a decorative layer, such as a fabric layer of woven thermoplastic fibers, is hot welded to the foam during the thermoforming process.

[0018] The physical properties and thermal resistance of the foam can be measured by, for example, laminating a plastic film or sheet to the foam, coating it with a plastic resin, and foaming above its glass transition temperature or melting point. By heating one or more surfaces of the body to break the cellular structure at the surface, or by combining any of these, to form a substantially non-foamed surface on the foam Can increase. The film, sheet or coating may be made of any known thermoplastic or thermosetting resin. Useful thermoplastics include those described above for forming the foam, and useful thermosets include polyurethane and epoxy resins. The headliner can be applied to the underside of the vehicle roof by any means known to those skilled in the art, such as by gluing or by mechanical means. Mechanical means
Includes clips, side moldings, and overhead (dome) light assemblies.

Useful thermoplastic foams are propylene polymers, polyesters, polyamides,
Polycarbonate, high density polyethylene, chlorinated polyethylene, polyphenylene oxide, blend of polyphenylene oxide and polystyrene, propylene /
Including, but not limited to, ethylene copolymers, thermoplastic polyurethanes, blends of EPDM and polyethylene, blends of polypropylene and EPDM, and blends of polypropylene and ethylene / styrene copolymer. Ethylene / styrene copolymers and foams containing same are taught in U.S. Pat. No. 5,460,818, which is incorporated herein by reference. Preferred foams include propylene polymer foams and polyester foams. More preferred foams include polypropylene foam, propylene / ethylene copolymer foam with a monomer weight ratio of 95 / 5-99.5 / 0.5, and polyethylene terephthalate foam.

The most preferred foam for the core layer is an extruded propylene polymer foam. Suitable propylene polymer materials include propylene homopolymer (polypropylene), and copolymers of propylene with ethylenically unsaturated comonomers that are copolymerizable with propylene. The propylene polymer material can further include a non-propylene polymer. The propylene polymer material comprises one or more propylene homopolymers,
It may consist solely of one or more blends of one or more propylene copolymers, propylene homopolymers and copolymers, or a blend of any of the foregoing with a non-propylene polymer. Regardless of composition, the propylene polymer material contains more than 50% by weight and preferably more than about 70% by weight of propylene monomer units.

[0021] Suitable monoethylenically unsaturated comonomers include olefins, vinyl acetate, methyl acrylate, ethyl acrylate, methyl methacrylate, acrylic acid, itaconic acid, maleic acid, maleic anhydride and the like. The propylene copolymer preferably contains up to about 45% by weight of the ethylenically unsaturated comonomer. Suitable non-propylene polymers that can be incorporated into the propylene polymer material include high density, medium density, low density and linear polyethylene, polybutene-1, ethylene / acrylic acid copolymer, ethylene / vinyl acetate copolymer, ethylene / propylene copolymer, Including styrene / butadiene copolymer, ethylene / styrene copolymer, ethylene / ethyl acrylate copolymer, ionomer and the like.

Particularly useful propylene copolymers are propylene and one or more non-propylene
It is a copolymer with an olefin. Propylene copolymers include propylene and
Tylene, C₄-C₁₀1-olefin and C₄-C₁₀Choose from a group of diene
Includes random, block and graft copolymers with olefins. Professional
Pyrene copolymers also include propylene, ethylene and C₄-C₈1-Oleph
And a random terpolymer with a 1-olefin selected from the group consisting of olefins.
Ethylene and C₄-C₈In terpolymers having both 1-olefins,
The len content is preferably not more than 45% by weight. C₄-C₁₀1-olefins
, Linear and branched C₄-C₁₀1-olefins such as 1-butene, isobutyle
1-pentene, 3-methyl-1-butene, 1-hexene, 3,4-dimethyl
-1-butene, 1-heptene, 3-methyl-1-hexene and the like. C₄-C ₁₀ Examples of dienes are 1,3-butadiene, 1,4-pentadiene, isoprene,
1,5-hexadiene, 2,3-dimethyl-1,3-hexadiene and the like. Also, as used herein, a propylene polymer material is an ASTM D
1238 Melt of about 0.05-50 and preferably 0.1-20 according to condition L
Has a flow velocity.

A preferred propylene polymer resin is a propylene resin which is a branched or slightly crosslinked polymer material. Branched chains (or slightly cross-linked) can be obtained by methods generally known to those skilled in the art, for example, chemical or irradiation branching / photocrosslinking. One of the resins produced as a branched / semi-crosslinked polypropylene resin prior to producing the final polypropylene resin product using the polypropylene resin, as well as a method of producing this polypropylene resin, is disclosed in US Pat. No. 4,916,198. Which is incorporated herein by reference. Another method of producing a branched / semi-bridged polypropylene resin involves introducing a chemical compound into an extruder with the polypropylene resin and causing a branched / slightly cross-linked reaction in the extruder. It is. U.S. Pat. No. 4,714,716 describes this method and is incorporated by reference.

[0024] Useful extruded propylene polymer foams are disclosed in US Pat. No. 5,348,795.
Nos. 5,527,573 and 5,567,742, which are incorporated herein by reference. Useful extruded polyester foams, including polyethylene terephthalate (PET) foams, are described in US Pat.
No. 93, which are incorporated herein by reference. Foams can be made from other useful thermoplastic resins, such as high density polyethylene, chlorinated polyethylene, TPO blends of EPDM rubber (ethylene / propylene / diamine copolymer) and polyethylene.

Useful thermoplastic foams are preferably non-crosslinked, but may be slightly crosslinked. The term "crosslinking", however, includes those of a slight degree of crosslinking which occur naturally without the use of crosslinking agents or irradiation. The non-crosslinked foam contains less than 5% gel according to ASTM D2765-84, Method A. The slightly crosslinked foam contains 5-15% gel according to ASTM D2765-84, Method A. Blowing agents include any known to those skilled in the art, such as chemical and physical blowing agents of organic and / or inorganic composition. Useful suitable inorganic blowing agents include carbon dioxide, nitrogen, argon, water, air, nitrogen and helium. Suitable organic blowing agents are aliphatic hydrocarbons having 1-9 carbons and 1-
Includes halogenated aliphatic hydrocarbons having 4 carbon atoms. Aliphatic hydrocarbons are
Includes methane, ethane, propane, n-butane, isobutane, n-pentane, isopentane, neopentane and the like. Also included are alcohols such as ethanol, methanol and propanol. Of the halogenated hydrocarbons, fluorinated hydrocarbons are preferred. Examples of fluorinated hydrocarbons are methyl fluoride, perfluoromethane,
Ethyl fluoride, 1,1-difluoroethane, 1,1,1-trifluoroethane (
HFC-143a), 1,1,1,2-tetrafluoroethane (HFC-134
a), pentafluoroethane, perfluoroethane, 2,2-difluoropropane, 1,1,1-trifluoropropane, perfluoropropane, perfluorobutane, perfluorocyclobutane. The partially halogenated chlorocarbons and chlorofluorocarbons used in the present invention are methyl chloride, methylene chloride, ethyl chloride, 1,1,1-trichloroethane, 1,1-dichloro-1-.
Fluoroethane (HCFC-141b), 1-chloro-1,1-difluoroethane (HCFC-142b), 1,1-dichloro-2,2,2-trifluoroethane (HCFC-141b), 1-chloro-1, 1-difluoroethane (HCFC
-142b) 1,1-Dichloro-2,2,2-trifluoroethane (HCFC
-123) and 1-chloro-1,2,2,2-tetrafluoroethane (HCFC
-124). Completely halogenated chlorofluorocarbons include trichloromonofluoromethane (CFC-11) and dichlorodifluoromethane (CFC-
12), trichlorotrifluoroethane (CFC-113), dichlorotetrafluoroethane (CFC-114), chloroheptafluoropropane, and dichlorohexafluoropropane. Fully halogenated chlorofluorocarbons are not preferred because of their ozone depletion potential. Chemical blowing agents include azodicarbonamide, azodiisobutyronitrile, benzenesulfonhydrazide, 4,4-oxybenzenesulfonylsemicarbazide, p-toluenesulfonylsemicarbazide, barium azodicarboxylate, N, N′-dimethyl-N,
Including N'-dinitrosoterephthalamide and trihydrazinotriazine. The amount of blowing agent incorporated into the polymer melt to produce a foam-forming polymer gel can range from about 0.2 to about 4.0, preferably from about 0.3 to about 3.0 and most per kilogram of polymer. Preferably it is about 0.5-2.50 mol.

[0026] Thermoplastic foams are generally formed by heating a thermoplastic resin to form a plasticized or molten polymer material, into which a physical blowing agent is incorporated to form a foamable gel. It is manufactured in an extrusion process by extruding the gel through a die to form a foam product. The blowing agent can be compounded or mixed into the plastic melt by any means known to those skilled in the art, such as an extruder, mixer, blender, and the like. Prior to mixing with the blowing agent, the plastic material is heated to a temperature above the glass transition temperature or melting point of the plastic material. The blowing agent is mixed with the plastic melt at a high pressure sufficient to prevent substantial expansion of the melt and to evenly and generally disperse the blowing agent within the melt. If desired, a nucleating agent is blended into the polymer melt. The blowing agent and nucleating agent feed rates are adjusted to achieve a relatively low density foam and small cell size, which results in a foam with thin cell walls.

After incorporation of the blowing agent, the foamable gel is generally cooled to a low temperature that optimizes the physical characteristics of the foam product. The gel is then extruded through a die of desired shape into a zone of low pressure to form a foam product. If a chemical blowing agent is used, it is incorporated into the molten polymer material and extruded or conveyed to the hot zone, where the agent decomposes to form gaseous carbon dioxide. The molten polymer material / gas mixture expands to form a foam.

Another suitable method for making thermoplastic foams is disclosed in US Pat.
There are methods for coalescing foams described in US Pat. Nos. 3,487,955, 5,527,573, 5,677,742 and WO 88/06094. These patents relate to a method of making an open or closed cell polyolefin foam consisting of a plurality of coalesced extruded strands or profiles utilizing a die containing a plurality of orifices. The orifices are arranged so that contact between adjacent streams of molten extruded material occurs during the foaming process and the contacting surfaces adhere to each other with sufficient adhesion to produce a unitary structure. The individual strands of the coalesced foam remain adhered to the unitary structure, preventing the strands from delaminating under the stresses encountered in manufacturing, molding and using the foam.

Extruded and coalesced strand foam offers the advantage of anisotropic physical properties. These foams exhibit relatively greater compressive strength and impact resistance in the extrusion direction than in the transverse or horizontal direction. When the strands are oriented horizontally, as in the headliner of FIG. 3, greater impact resistance to head impact is
Observed for a foam of a given density compared to a one-piece conventional thermoplastic foam extruded through a conventional slit die.

WO 88/06094 relates to a method of extruding a coalesced strand foam wherein certain orifices in a plurality of orifice extrusion dies are blocked or sealed to provide continuous and longitudinal channels of relatively large diameter or dimension. Can be produced. A coalesced strand foam having such relatively large channels may be used in a headliner in the manner shown in FIG. 4 to provide wiring or ducts for exhaust, cooling or heating air, if desired, in the cabin. It is led from the front to the back or behind the cabin.

US Pat. No. 4,323,528, which is hereby incorporated by reference, relates to making polyolefin foams through an accumulating extrusion process. The method is
1) a step of mixing a thermoplastic resin and a foaming agent to form a polymer gel; 2) a step of extruding the gel into a holding zone that is maintained at a temperature and pressure that does not cause the mixture to foam (the holding zone is used to form the polymer gel) Having a die defining an orifice opening in the zone of low pressure and an openable gate closing the orifice of the die), 3) periodically opening the gate, 4) mechanically by a ram movable to the gel. Applying substantially the same pressure substantially simultaneously to release it from the holding zone through the orifice of the die into the lower pressure zone, and 5) expanding the injected gel to form a foam. Consists of

The strength of the foam can be increased by incorporating a relatively thin, substantially non-foamed plate or profile into the foam portion of the headliner. this is,
It can be achieved by any suitable method, for example by extruding the desired plate / profile combination directly using an extrudate or plastic melt with or without foam, through different orifices in an extrusion die. Conveyed and coalesced to form a plate / profile and foam combination having both a foamed resin profile and a non-foamed resin profile. Another way is
This is a method of extruding the foam under conditions such that it comes into contact with the plate or profile by extrusion, thereby forming the desired combination. In the extruded cross section of the foam, the unfoamed resin plate or profile can take a regular or irregular pattern. The plates or profiles may or may not intersect each other. Possible cross-sectional patterns of unfoamed profiles or plates within the foam include honeycomb, circular, rectangular or diagonal grid patterns.
FIG. 5 shows a foam / plate combination with a plate / profile having a rectangular grid pattern with foamed portions 51 and non-foamed portions 52. The foam was cut by a heating wire and then extruded with foamed and non-foamed parts by recombining or coalescing several pieces of foam so that they were hot welded together Structures can also be manufactured. Preferably,
Hot welding is performed immediately after the foam is cut by the heating wire. Application of heat to the foam breaks the foam structure of the foam adjacent to the wire and, after several pieces of foam have coalesced, creates an unfoamed plate or profile within the foam.

It is also possible to produce structures having expanded and non-expanded parts by alternately laminating expanded and non-expanded profiles or layers to form a unitary structure. These profiles or layers could be laminated together by hot welding or bonding.

In addition, a nucleating agent can be added in the foaming step to control the size of the cells of the foam. Preferred nucleating agents are inorganic substances such as calcium carbonate, talc, clay, titanium dioxide, silica, barium sulfate, calcium stearate,
Includes barium stearate, diatomaceous earth, and mixtures of citric acid and sodium bicarbonate. The amount of nucleating agent used can range from about 0.01 to about 5 parts by weight per 100 parts by weight of the polymer resin. A preferred range is 0.1 to about 3 parts by weight. In the foam and foaming process, pigments, antioxidants, acid scavengers, UV absorbers,
Various additives such as flame retardants, processing aids, extrusion aids and the like can also be added.

The physical properties and thermal resistance of the foam can be increased by adding particulates or fibers of organic or inorganic substances in the form of a filler. These granules or fibers can be added to the foam-forming composition during manufacture. Useful materials include carbon black granules, clay granules, carbon or graphite fibers, polypropylene fibers, polyester fibers, and nylon fibers, glass fibers, and acrylonitrile fibers. The physical properties and thermal resistance of the foam can also be increased by laminating an unfoamed film / sheet layer or coating containing these granules and / or fibers to the foam. The fibers can be short (fibril) long or of any length. They are randomly dispersed or woven, or put together, in the nature of a fabric or prepreg.

[0036] Adhesives known to those skilled in the art can be used to adhere the various layers of the headliner to one another or to adhere the headliner to the roof of an automobile. Useful adhesives include thermosetting adhesives, such as polyurethane and epoxy resins, and thermoplastic adhesives, such as polyethylene, polypropylene, ethylene copolymers; propylene copolymers, and the like. Useful adhesives are disclosed in U.S. Patent Nos. 5,460,870 and 5,670.
No. 211 is taught. The adhesive can be applied by any means known to those skilled in the art, for example, in the form of a spray, coating or film. Preferred adhesives are thermoplastics because of their low cost and recyclability. The presence of the adhesive is not essential to the invention.

[0037] One or more layers of decorative material, such as felt or fabric, can be applied to the interior of the cabin or the surface of the headliner facing the interior cabin for aesthetics. The layers are of any type known to those skilled in the art. The most typically used in the industry are felts or woven fibers. Useful fabrics include those of woven polyester, nylon and polypropylene fibers. Preferably, the felt or fabric layer is composed of the same or similar polymeric material as the foam. The layer of felt or fabric can be adhered to the foam by any means known to those skilled in the art, such as hot welding, an adhesive film or an adhesive liquid or coating. A preferred decorative layer is a woven fabric of thermoplastic fibers that is hot welded to the core layer without the aid of an adhesive. Hot welding refers to heating the fabric layer to such an extent that the fibers become tacky and can adhere to the core layer without the aid of an adhesive. The fabric layer can also be heat welded to the core layer if it is applied to the core layer during thermoforming or the core layer is at an elevated temperature.

Preferred headliners consist solely of recyclable materials. Useful recyclable materials include propylene polymers such as polypropylene; high density polyethylene; polyesters such as polyethylene terephthalate; and polycarbonate. Most preferred headliners consist only of recyclable materials of similar composition so that they can be recycled together. For example, the headliner may be any of the following: A laminate of a propylene polymer foam and a woven polypropylene fabric layer; a laminate of a polyethylene terephthalate foam and a woven polyethylene terephthalate fabric layer; or a polyamide (nylon) foam and a polyamide fabric layer. If desired, different recyclable materials can be used together as follows. a) lamination of a propylene polymer foam with a woven fabric layer of polyester or polyamide, and b) lamination of a polyester foam with a woven fabric layer of polypropylene or polyamide.

The foam can be easily thermoformed into a desired shape, form or contour. In general, the foam and the rest of the headliner are of substantially the same shape, form or profile as the vehicle roof because the headliner is located below the roof. The term “thermoformable” means that the foam is thermoformed or otherwise shaped under different thermal or mechanical pressures by any conventional means well known to those skilled in the art. Means that. Generally, the foam is provided in the form of a substantially flat sheet or slab and is pressed under heat and pressure to form a sheet similar in shape and contour to the roof of the underlying vehicle. I do. If desired, a decorative layer, such as a fabric layer of woven thermoplastic fibers, is hot welded to the foam during the thermoforming process.

The physical properties and thermal resistance of a foam can be measured by, for example, laminating a plastic film or sheet to the foam, coating it with a plastic resin, and expanding it above its glass transition temperature or melting point. By heating one or more surfaces of the body to break the cellular structure at the surface, or by combining any of these, to form a substantially non-foamed surface on the foam Can increase. The film, sheet or coating may be made of any known thermoplastic or thermosetting resin. Useful thermoplastics include those described above for forming the foam, and useful thermosets include polyurethane and epoxy resins.

The headliner can be applied to the underside of the vehicle roof by any means known to those skilled in the art, such as by gluing or by mechanical means. Mechanical means
Includes clips, side moldings, and overhead (dome) light assemblies. The term “vehicle” is well known to those skilled in the art, such as a car, truck, recreational vehicle (RV), sports utility vehicle, aircraft,
Includes trains and boats.

FIGS. 6-10 illustrate portions of several different headliner configurations. FIG. 6 shows two foam sheets 66 and 6 made of foam strands having a vertical orientation.
7, the foam-backed facsimile sheet 63 and the layers of adhesive films 64 and 65 are shown. In a preferred embodiment, additional energy absorption capacity is desirable, e.g., along the side of the headliner closest to the passenger door, but at these other locations a single foam sheet to minimize headliner thickness , The headliner includes the second foam sheet 67 only at the location of the headliner.
Adhesive film layers 64 and 65 can be used to adhere the fabric and foam layers 66 and 67 and increase the overall hardness of the headliner. If desired, the film layer can be omitted, and the fabric and foam are adhered to each other by any other suitable means, such as hot welding the layers of foam together,
A liquid fabric adhesive is then used to adhere to the adjacent foam layer.

FIGS. 7-9 show some ways in which the two layers of foam are oriented in the headliner. The top foam layers 71, 81 and 91 in these configurations consist of strand foam, which is positioned so that the strands are perpendicular to the vehicle roof, so that maximum energy absorption is achieved. The bottom foam layer is shown as a strand foam layer 72 having strands perpendicular to the roof, a non-strand foam 82, and a strand foam with the strands positioned perpendicular to the vehicle 92 roof. In these embodiments, the foam layers can be adhered to each other by any suitable means, such as by using an adhesive, an adhesive film, or by hot welding them together.

FIG. 10 shows the portion of the headliner foam as a single piece of strand foam that has been cut or formed into a desired shape having a thin portion and a hot portion, with the thick portion being attached to the passenger side door. Located along the side of the nearest headliner. FIG. 11 shows a portion of a headliner having three layers of strand foams 96, 97 and 98, with the third layer providing extra energy absorption capability.

[0045]

【Example】

Foams that could be thermoformed and built to form a headliner suitable for vehicle installation were made in the following examples. Example 1 An extruded polypropylene foam was produced. The apparatus for producing the foam consisted of a series of extruders, mixers, coolers and annular extrusion dies. The polymer was fed to the extruder in granular form, which was mixed with the additives to form a polymer melt. The polymer melt was conveyed to a mixer and the blowing agent was compounded therein under pressure to form a foamable gel. The foamable gel was conveyed to a die, which was expanded out of an annular orifice around the mandrel to form a tubular foam sheet product. The tubular sheet was then split to form a flat sheet. Propylene polymer resin is a 98/2 polypropylene (homopolymer) resin (
Montell HMS resin PF-814). The blowing agent was 8 pph isobutane (parts per hundred based on polymer weight). The additives used were 0.2 pph talc (nucleating agent), 0.1 pph Irganox.
1010 (antioxidant) and 0.1 pph of Ultranox 626 (antioxidant). The foam has a thickness of 5 millimeters (mm) and a width of 1600 mm, 1.6%
Has an open cell content of 2.7 pounds per cubic foot (pcf) (43.2 kilograms per cubic meter (kgm)) and an average cell size of 1.7 mm. The foam has a foamable index value of 5.3 (US Pat. No. 5,527,573).
No.). The foam was relatively stiff, without flexing to support its own weight, and was thermoformable. The foam was cut and molded into the desired profile of the vehicle headliner and a layer of the modified fabric was adhered to it. A headliner was placed on the vehicle adjacent to the underside of the vehicle roof and attached to it with a suitable adhesive.

Example 2 Another extruded polypropylene foam sheet was prepared using the equipment disclosed in Example 1 and with substantially the same processing conditions and the same blowing agent content and charge as Example 1. Manufactured, but with larger die gap and slower take-out draw rates. The foam had a thickness of 9 mm and a width of 1600 mm, an open cell content of less than 2%, a density of 2.41 pcf (38 kgm), and an average cell size of 1.7 mm. The foam had a foamable index value of 4.7 (described by US Pat. No. 5,527,573). The foam was relatively stiff and did not flex to support its own weight. The foam was cut and molded into the desired profile of the vehicle headliner and a layer of the modified fabric was adhered to it. Headliner,
Mounted on the vehicle adjacent the underside of the vehicle roof and attached to it with a suitable adhesive.

Example 3 Another extruded propylene copolymer foam sheet uses the equipment disclosed in Example 1 and has substantially the same processing conditions and the same blowing agent content and charge as Example 1. Manufactured in. The foam has a thickness of 7 mm and a width of 1600 mm, an open cell content of 19%, 2.
It had a density of 9 pcf (46.1 kgm) and an average cell size of 1.75 mm. The foam had a foamable index value of 5.8 (described by US Pat. No. 5,527,573). The foam was relatively stiff, did not flex to support its own weight, and was thermoformable. The foam was cut and molded into the desired profile of the vehicle headliner and a layer of the modified fabric was adhered to it. A headliner was placed on the vehicle adjacent to the underside of the vehicle roof and attached to it with a suitable adhesive.

Example 4 Extruded propylene copolymer foam sheets were made using the equipment disclosed in Example 1 and with the same blowing agents and additives plus the addition of calcium stearate powder for additional nucleation. Was done. 0.42 polypropylene polymer
pph talc, 0.3 pph Ultranox ™ 815P stabilizer (G
E Specialty Chemicals, with 0.3 pph calcium stearate, was fed to the extruder at 990 Lb / hr (449 kg / hr). The plasticized gel mixture is then mixed under pressure with 3.9 pph of isobutane, cooled to 161 ° C., and conveyed to an annular die where it is expanded into a low pressure zone, where it has a diameter of 16 inches. Stretched on a cooling mandrel to form a tubular foam sheet product. The tubular sheet was then split to form a flat sheet. The foam has a thickness of 7 mm and a width of 1290 mm, an open cell content of 20.4%,
It had a density of 3.3 pcf (52.9 kgm) and an average cell size of 3.6 mm. The foam was relatively stiff, did not flex to support its own weight, and was thermoformable. The foam has a flexural strength at a breaking value of 175 psi (1.21 Mpa) when tested according to the method described in SAE J949, and a 1
It had a foamable factor of 3.6. The foam was cut and molded into the desired profile of the vehicle headliner and a layer of the modified fabric was adhered to it. A headliner was placed on the vehicle adjacent to the underside of the vehicle roof and attached to it with a suitable adhesive.

Example 5 Extruded propylene copolymer foam sheets were prepared using the equipment disclosed in Example 1 and with the same blowing agents and additives plus the addition of calcium stearate powder for additional nucleation. Was done. 0.30 polypropylene polymer
pph talc, 0.21 pph Ultranox® 815P stabilizer (
GE Specialty Chemicals), and 0.3 pph of calcium stearate, were fed to the extruder at 1380 Lb / hr (626 kg / hr). The plasticized gel mixture is then mixed under pressure with 3.9 pph of isobutane, cooled to 161.5 ° C., and conveyed to an annular die where it is expanded into a low pressure zone where it has a diameter of 20 inches. And stretched on a cooling mandrel to form a tubular foam sheet product. The tubular sheet was then split to form a flat sheet. The foam had a thickness of 10.9 mm and a width of 1600 mm, an open cell content of 2.2%, a density of 3.4 pcf (54.5 kgm), and an average cell size of 5.2 mm. The foam was relatively stiff, did not flex to support its own weight, and was thermoformable. The foam has a flexural strength at a breaking value of 141 psi (1 Mpa) when tested by the method described in SAE J949, and 20
. It had a foamable factor of 3. The foam was cut and molded into the desired profile of the vehicle headliner and a layer of the modified fabric was adhered to it.
A headliner was placed on the vehicle adjacent to the underside of the vehicle roof and attached to it with a suitable adhesive.

Example 6 Extruded foam sheets were prepared from a blend of 75% polypropylene PF-814 from Montell and 25% AFFINITY ™ PL-1880 polyethylene from The Dow Chemical Company. A melting index of 0.0 dg / min, a density of 0.9020 g / cc and a | of 9.0
10 / | 2. A foam sheet was produced with the equipment described in Example 1. The polymer blend was combined with 0.4 pph of talc and 0.3 pph of Ultranox (
Trademark) 815P stabilizer (from GE Specialty Chemicals)
Together with the extruder at 1000 Lb / hr (454 kg / hr). The plasticized gel mixture is then mixed with 6.0 pph isobutane under pressure, cooled to 157 ° C., and conveyed to an annular die where it is expanded into a low pressure zone where it has a diameter of 20 μm.
Stretched on an inch cooling mandrel to form a tubular foam sheet product. The tubular sheet was then split to form a flat sheet. The foam has a thickness of 7 mm and a width of 1600 mm, an open cell content of 14.4%,
It had a density of 3.6 pcf (57.7 kgm) and an average cell size of 3.4 mm. The foam was relatively stiff, did not flex to support its own weight, and was thermoformable. 13. The foam has a flexural strength at a breaking value of 72 psi (0.5 Mpa) when tested according to the method described in SAE J949.
It had a foamable factor of 0. The foam was cut and molded into the desired profile of the vehicle headliner and a layer of the modified fabric was adhered to it. A headliner was placed on the vehicle adjacent to the underside of the vehicle roof and attached to it with a suitable adhesive.

Example 7 Extruded foam sheets were cured with 75% polypropylene PF-814 from Montell and 25% AFFINITY ™ PL-1880 polyethylene from The Dow Chemical Company (1.0 dg / min melt). Index, a density of 0.9020 g / cc and a | 10 / | 2 of 9.0). A foam sheet was produced with the equipment described in Example 1.
The polymer blend was mixed with 0.4 pph of talc and 0.3 pph of Ultrano
x (R) 815P stabilizer (from GE Specialty Chemicals) was fed to the extruder at 1000 Lb / hr (454 kg / hr). The plasticized gel mixture is then mixed with 6.0 pph isobutane under pressure and
And transferred to an annular die where it was expanded into a low pressure area and stretched over a 20 inch diameter cooling mandrel to form a tubular foam sheet product.
The tubular sheet was then split to form a flat sheet. The foam had a thickness of 9.8 mm and a width of 1600 mm, an open cell content of 5.8%, a density of 2.7 pcf (43.3 kgm), and an average cell size of 4.5 mm. The foam was relatively stiff, did not flex to support its own weight, and was thermoformable. The foam has a flexural strength at a breaking value of 70 psi (0.5 Mpa) when tested by the method described in SAE J949, and 13
. It had a foamable factor of 0. The foam was cut and molded into the desired profile of the vehicle headliner and a layer of the modified fabric was adhered to it.
A headliner was placed on the vehicle adjacent to the underside of the vehicle roof and attached to it with a suitable adhesive.

Example 8 Extruded foam sheets were melted with 75% polypropylene PF-814 from Montell and 25% AFFINITY ™ PL-1880 polyethylene from The Dow Chemical Company (1.0 dg / min melt). Index, a density of 0.9020 g / cc and a | 10 / | 2 of 9.0). A foam sheet was produced with the equipment described in Example 1.
The polymer blend was mixed with 0.4 pph of talc and 0.3 pph of Ultrano
Feeded to the extruder at 1200 Lb / hr (545 kg / hr) with x ™ 815P stabilizer (from GE Specialty Chemicals). The plasticized gel mixture was then mixed under pressure with 6.0 pph of isobutane,
And transferred to an annular die where it was expanded into a low pressure area and stretched over a 20 inch diameter cooling mandrel to form a tubular foam sheet product.
The tubular sheet was then split to form a flat sheet. The foam had a thickness of 14.6 mm and a width of 1600 mm, an open cell content of 3.3%, a density of 2.6 pcf (41.7 kgm), and an average cell size of 3.2 mm. The foam was relatively stiff, did not flex to support its own weight, and was thermoformable. The foam has a flexural strength at a failure value of 58 psi (0.4 Mpa) when tested by the method described in SAE J949, and a 9
. It had a foamable factor of 5. The foam was cut and molded into the desired profile of the vehicle headliner and a layer of the modified fabric was adhered to it.
A headliner was placed on the vehicle adjacent to the underside of the vehicle roof and attached to it with a suitable adhesive.

Example 9 The foam sheet of Example 8 was laminated to a 1.6 mil (0.04 mm) thick multilayer film. The film consisted of two layers, a) an ethylene acrylic acid copolymer / linear low density polyethylene blend (60/40); b) a homopolymer polypropylene. The adhesive layer a) consisted of XX% of the thickness of the film. The film was laminated to one side of the foam. After lamination, the film / foam structure was cut into 3 inch x 12 inch sections and tested for flexural strength as in SAE test J949. The resulting structure is 1 inch (25.
4 mm) It took more than 25 Newtons to bend. The foam is
It has a foamable factor of 9.5. The foam was cut and molded into the desired profile of the vehicle headliner and a layer of the modified fabric was adhered to it. A headliner was placed on the vehicle adjacent to the underside of the vehicle roof and attached to it with a suitable adhesive.

Example 10 The foam sheet of Example 5 was prepared as described in Example 9 with a thickness of 1.6 mils (0.
04 mm). The film was laminated to one side of the foam. After lamination, the film / foam structure was cut into 3 inch × 12 inch sections and tested for flexural strength as in SAE test J949. The foam has a foamable factor of 20.3. The resulting structure required more than 45 Newtons to bend one inch (2.54 mm). The foam of Example 5 required 20 Newtons to bend one inch (2.54 mm). The foam was cut and molded into the desired profile of the vehicle headliner and a layer of the modified fabric was adhered to it. A headliner was placed on the vehicle adjacent to the underside of the vehicle roof and attached to it with a suitable adhesive.

Example 11 The foam sheet of Example 7 was prepared as described in Example 9 to a thickness of 1.6 mils (0.
04 mm). The film was laminated to one side of the foam. After lamination, the film / foam structure was cut into 3 inch × 12 inch sections and tested for flexural strength as in SAE test J949. The foam has a foamable factor of 13.0. The resulting structure required more than 14 Newtons to bend one inch (2.54 mm). The foam was cut and molded into the desired profile of the vehicle headliner and a layer of the modified fabric was adhered to it. A headliner was placed on the vehicle adjacent to the underside of the vehicle roof and attached to it with a suitable adhesive.

[Brief description of the drawings]

FIG. 1 is a fragmentary perspective view with a partial cross section of a vehicle having a headliner.

FIG. 2 is a side view of the surface cutaway portion of FIG. 1 showing the vehicle roof and headliner.

FIG. 3 is a fragmentary perspective view of a vehicle roof having a headliner with the headliner shown cut through the surface.

FIG. 4 is a fragmentary perspective view of a vehicle roof having a headliner with the headliner shown cut away.

FIG. 5 shows a portion of a headliner having a foamed portion and a non-foamed portion.

FIG. 6 illustrates some configurations of parts of a headliner assembly.

FIG. 7 illustrates some configurations of parts of a headliner assembly.

FIG. 8 illustrates some configurations of parts of a headliner assembly.

FIG. 9 illustrates some configurations of portions of a headliner assembly.

FIG. 10 illustrates some configurations of portions of a headliner assembly.

FIG. 11 illustrates some configurations of parts of a headliner assembly.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Vehicle 12 Roof 14 Guest room 16 Headliner 20 Thermoplastic foam layer 22 Adhesive layer 24 Fabric layer 30 Headliner 32 Roof 34 Thermoplastic foam 36 Fabric layer 40 Headliner 42 Roof 44 Thermoplastic foam 46 Fabric layer 51 Foamed Part 52 Non-foamed part 63 Fabric layer 64 Adhesive film 65 Adhesive film 66 Foam layer 67 Foam layer 71 Strand foam layer 72 Strand foam layer 81 Strand foam layer 82 Non-strand foam 91 Strand foam layer 92 Roof 96 Strand foam layer 97 Strand foam layer 98 Strand foam layer

──────────────────────────────────────────────────続 き Continuation of front page (81) Designated country EP (AT, BE, CH, CY, DE, DK, ES, FI, FR, GB, GR, IE, IT, LU, MC, NL, PT, SE ), OA (BF, BJ, CF, CG, CI, CM, GA, GN, GW, ML, MR, NE, SN, TD, TG), AP (GH, GM, KE, LS, MW, SD, SL, SZ, UG, ZW), EA (AM, AZ, BY, KG, KZ, MD, RU, TJ, TM), AE, AL, AM, AT, AU, AZ, BA, BB, BG, BR , BY, CA, CH, CN, CU, CZ, DE, DK, EE, ES, FI, GB, GE, GH, GM, HR, HU, ID, IL, IN, IS, JP , KE, KG, KP, KR, KZ, LC, LK, LR, LS, LT, LU, LV, MD, MG, MK, MN, MW, MX, NO, NZ, PL, PT, RO, RU, SD, SE, SG, SI, SK, SL, TJ, TM, TR, TT, UA, UG, US, UZ, VN, YU, ZA, ZW (72) Inventor Lorenzo, Lewis Michigan 48640-2568 Midland Rumble Lane 1908 (72) Inventor Christenson, Christopherpie 48612 Bee Barton South Hunter Road, Michigan, USA 5255 (72) Inventor Shafar, William Jay, Michigan, USA 48609-9547 Saginaw Short Road 1860 (72) Inventor, Sue, Kung W, Michigan 48640 Midland Evergreen Court 6204 (72) Inventor Gee, Gajanan Buoy 48083 Troy Roundtree Drive, Michigan, United States of America 48083 Troy Roundtree Drive 2764 (72) Inventor McGee, Robert El. 48642 Midland, Maryland, United States of America 48642 Midland Mary Jane Drive 3606 (72) Inventor Park, Chumpie, Germany -76532 Baden-Bar Den-sur-Strasse 10A F-term (reference) 3D023 BA01 BB03 BC01 BD01 BE04 BE06 BE31

Claims (32)

[Claims] 1. A vehicle having a cabin and a roof positioned over the head of the cabin and further having a headliner positioned adjacent a lower surface of the roof, the headliner having a thermoformed core layer. The core layer comprises one or more adjacent layers of extruded thermoplastic foam and optionally substantially unfoamed thermoplastic;
A vehicle that is substantially free of thermosetting materials, is substantially resistant to sag, and is capable of substantially maintaining its shape. 2. The vehicle of claim 1 wherein the core layer has a decorative layer laminated to one of its major surfaces. 3. The vehicle of claim 2, wherein the decorative layer is selected from the group consisting of a felt layer and a fabric layer. 4. The vehicle of claim 1 wherein the core layer is substantially free of a mat of fibers of a thermoset or thermoplastic material. 5. The core layer consists essentially of extruded thermoplastic foam,
The vehicle of claim 1 wherein the headliner further comprises a decorative layer laminated to a major surface of the core layer. 6. The vehicle of claim 1, wherein the core layer consists essentially of one or more layers of extruded thermoplastic foam and substantially unfoamed thermoplastic. 7. The method of claim 1, wherein the foam is formed at about 1 cubic meter prior to fabrication or thermoforming.
6-The vehicle of claim 1 having a density of about 160 kilograms. 8. The method of claim 1 wherein the foam is formed at about 1 cubic meter prior to fabrication or thermoforming.
6-The vehicle of claim 1 having a density of about 80 kilograms. 9. The vehicle of claim 1, wherein the thermoplastic resin comprises greater than 50% by weight propylene monomer units based on the total weight of the propylene polymer material. 10. The vehicle of claim 1 wherein the thermoplastic resin comprises greater than 70% by weight propylene monomer units based on the total weight of the propylene polymer material. 11. The vehicle of claim 1, wherein the foam is a polyester foam. 12. The vehicle of claim 1, wherein the foam is a polycarbonate foam. 13. The vehicle of claim 1, wherein the foam is a polyamide foam. 14. The vehicle of claim 1, wherein the foam has a cross-sectional thickness of 1.5 millimeters or more. 15. The vehicle of claim 1, wherein the foam has a cross-sectional thickness of no less than 3 millimeters. 16. The vehicle of claim 1, wherein the foam is made from two or more laminated sheets. 17. The vehicle of claim 9, wherein the foam is an extruded foam in the form of a coalesced strand. 18. The vehicle of claim 1, wherein the foam has a filler in the form of particles and / or fibers. 19. The foam has a cross-sectional thickness of at least 1.5 millimeters,
The thermoplastic resin comprises more than 50% by weight propylene monomer units based on the total weight of the propylene polymer material, and the foam has a density of about 16 to about 160 kilograms per cubic meter prior to fabrication or thermoforming. One vehicle. 20. A foam having a cross-sectional thickness of 3 millimeters or more, wherein the thermoplastic resin comprises greater than 70% by weight propylene monomer units based on the total weight of the propylene polymer material, wherein the foam comprises: The vehicle of claim 1 having a density of about 16 to about 80 kilograms per cubic meter prior to fabrication or thermoforming. 21. The vehicle of claim 1, wherein the foam has one or more unfoamed plates or profiles therein. 22. A method of assembling and installing a headliner in a vehicle having a cabin and a roof located overhead of the cabin, comprising: a) extruded thermoplastic foam and optionally substantially expanded foam. Providing a thermoformable core layer comprising one or more adjacent layers of non-thermoplastic resin, wherein the core layer is substantially free of thermosetting material and substantially resists deflection. And substantially maintaining its shape; b) thermoforming the wick layer by applying heat and mechanical pressure to the wick layer to form a headliner; c) on the underside of the roof A method comprising positioning the headliner adjacent. 23. A decorative layer is placed adjacent to and parallel to the core layer and laminated thereto, the decorative layer being laminated to the core layer either before or after thermoforming the core layer. The method of claim 22. 24. The foam has a cross-sectional thickness of at least 1.5 millimeters,
The thermoplastic resin comprises more than 50% by weight propylene monomer units based on the total weight of the propylene polymer material, and the foam has a density of about 16 to about 160 kilograms per cubic meter prior to fabrication or thermoforming. Method 22. 25. A foam having a cross-sectional thickness of 3 millimeters or more, wherein the thermoplastic resin comprises greater than 70% by weight propylene monomer units based on the total weight of the propylene polymer material, wherein the foam comprises: 23. The method of claim 22, having a density of about 16 to about 80 kilograms per cubic meter prior to fabrication or thermoforming. 26. The method of claim 22, wherein the foam has one or more unfoamed plates or profiles therein. 27. The method of claim 22, wherein the foam is a polyester foam. 28. The method of claim 22, wherein the foam is a polycarbonate foam. 29. The method of claim 22, wherein the foam is a polyamide foam. 30. The method of claim 1, wherein the foam has one or more unfoamed plates or profiles therein. 31. A vehicle headliner having at least one thermoformed core layer having a thickness of 1.5-25 mm, wherein the core layer has a gel content of less than 10%, And extruded prior to thermoforming having an open cell content of less than 50%, a density in the range of 16-200 kilograms per cubic meter, a width of at least 12 inches, and an average cell size in the range of 1.0-5.5 mm. Vehicle headliner made of thermoplastic foam. 32. The headliner of claim 30, wherein the thermoplastic foam has a foamable index greater than 2.0.